Lock for vehicle doors or lids

ABSTRACT

According to the invention, when the door is locked, a locking part ( 10 ) is displaced into a rotary latch ( 20 ), which is first pivoted from its open position into a preliminary detent position. The rotary latch ( 20 ) is spring-loaded ( 25 ) in the direction of its open position and is usually supported on a catch ( 30 ) by means of an initial detent section ( 21 ). The rotary latch ( 20 ) is then rotated further by means of a motor-driven closing aid with the aid of a drive mechanism ( 53 ) and an eccentric element ( 50 ), until it reaches a primary detent position, in which the catch ( 30 ) rests on a primary detent section of the rotary latch ( 20 ). To obtain a reliable lock that can be universally used, a toggle-joint lever pair ( 40 ) and a spring-loaded follower ( 33 ) are provided between the eccentric element ( 50 ) and the rotary latch ( 20 ). One fixed end ( 41 ) of said toggle-joint lever pair ( 40 ) is rotatably mounted in a locally fixed bearing ( 14 ) and the other free end ( 42 ) is forcibly guided by guide elements ( 15 ) and simultaneously supports the spring-loaded follower ( 33 ). The toggle-joint lever pair ( 40 ) is supported on a control curve ( 51 ) of the eccentric element ( 50 ). The closing displacement is attained by the extension and/or bending of the toggle-joint lever pair. The follower then seizes the rotary latch ( 20 ) and propels it in a motor driven manner from its preliminary detent position into its primary detent position.

The invention pertains to a lock of the type indicated in theintroductory clause of Claim 1. The lock is installed in the area of thedoor or hatch and has a rotary catch. A locking part is located on thedoor post, and when the door or hatch is closed by hand, the lockingpart travels into the rotary catch, thus pivoting it initially from aspring-loaded open position into a pre-latching position. Thepre-latching position of the rotary catch is secured by a spring-loadedpawl. Then the motor of a door-closing assist mechanism is turned on bycontrol means. This mechanism, operating by way of a gearbox and a cam,moves the rotary catch from the prelatching position to the mainlatching position. The main latching position of the rotary catch isalso secured by the pawl, which engages with a main notch provided onthe rotary catch.

Locks with motorized closing and opening mechanisms are known (WO98/27301 A2), in which the gearbox has two takeoff routes, between whicha gear element is installed with freedom to pivot. This lock has provento be reliable, but it is bulky and expensive.

A lock of the type indicated in the introductory clause of Claim 1 isknown (DE 101 33 092 A1), which is less expensive that the previouslydescribed state of the art. In this known lock, the gearbox of the motoris engaged at all times and acts on two cams, one of which acts as aclosing aid. This cam has a lobe, which, upon rotation of the motor,travels in one direction behind a shoulder of the rotary catch and, aspreviously mentioned, turns this from the-pre-latching position into themain latching position under the action of the motor. As a result, thelocking part engaged in the rotary catch is also carried along, and thedoor is brought into its final closed position on the vehicle.

In the case of a lock of a different type (DE 43 11 786 C2), in whichthe rotary catch has neither a preliminary notch nor a main notch, thespring-loaded pawl is mounted on the free end of an actuating rod, theother end of which is driven by a motorized crank drive. A permanentlysupported rocker acts on the free end of the actuating rod. As the dooris being closed and the rotary catch is being carried along, the movablepawl, which is spring-loaded, drops behind a shoulder of the rotarycatch. When the motorized crank drive starts to turn, the pawl, whichmoves along with the actuating rod, carries the rotary catch along untilit reaches the fully closed position. Then the motor stops, and the pawlremains engaged with the shoulder. At the same time, a lobe on the pawltravels under a fixed stop, which stops the movement of the free end ofthe actuating rod. The fixed stop is necessary so that, when the rotarycatch is in the closed position, a hand or the motor can lift the pawlout of the rotary catch and hold it until the spring-loading forceacting on the rotary catch can move the catch into its open position.

The invention has recognized that the disadvantage of the known lock isto be found in the direct connection between the cam and the rotarycatch. For this reason, it is necessary to develop a new lock for eachdifferent type of vehicle to accommodate different sets ofrelationships. This not only requires the production and assembly ofdifferent lock elements, but also demands more complicated inventorycontrol and increases the difficulty of repairing defective locks. Thus,for example, in the case of the previously mentioned known lock, it isnot possible, when a change is made in the reduction ratio between themotor and the gearbox, simply to replace the gear wheels, without at thesame time providing the rotary catch with a different external profile,in which the shoulder for the eccentrically moving lobe occupies adifferent position. In the case of the known lock, it was thereforenecessary to develop a separate lock for each vehicle to accommodate thespecific circumstances and, if necessary, to keep such locks ininventory. This led to a large amount of manufacturing work and tocomplicated inventory management.

The invention is based on the task of developing a reliable, inexpensivelock of the type indicated in the introductory clause of Claim 1 whichcan be used in vehicles of different types, because at most only slightmodifications are required. This is accomplished according to theinvention by the measures cited in Claim 1, to which the followingspecial meaning attaches.

In the invention, a pair of toggle-joint levers is installed between thecam and the rotary catch. This pair of levers carries a spring-loadeddriver at the free end. Because it is spring-loaded, the driver is heldagainst a stationary end surface in the housing, at least when the catchis in the pre-latching position. The free end of the pair oftoggle-joint levers serving to support the driver is guided positivelyby guide means in the lock housing. The other end of the pair oftoggle-joint levers, i.e., the fixed end, is mounted rotatably on astationary bearing. The cam has a control curve, against which the pairof toggle-joint levers is held under the force of a spring. The driverhas a shoulder, to which is assigned an opposing shoulder on the rotarycatch. The shoulder and the opposing shoulder are a certain distanceapart in the open position, but when the motorized closing movementtakes place, the pair of toggle-joint levers is shifted by the cambetween different states of extension and/or inflection, during whichthe shoulder of the driver travels to the opposing shoulder of therotary catch and moves the catch out of the pre-latching position intothe main latching position.

In the invention, there is only an indirect connection between the camand the rotary catch, namely, the connection established by the pair oftoggle-joint levers and the driver articulated to them. So that theinventive lock can be applied to vehicles of different types, the cam,which has a certain defined control curve, can be easily replaced by acam with a control curve of a different profile, the rest of the lockremaining unchanged. If necessary, however, it is possible,supplementally or alternatively, to remove the pair of toggle-jointlevers and/or the driver and to replace them with other, similarcomponents with different proportions and/or profiles. It is possible,for example, to change the arm length of the pair of toggle-jointlevers. Because of the ease with which such modifications can beimplemented, the inventive lock is universally applicable. Thus theinventive lock can be produced in much larger numbers, which means thatproduction costs can be reduced.

It is recommended that a guide rod be used as the guide means for thefree end of the pair of toggle-joint levers. One end of this guide rodis hinged to the free end of the pair of toggle-joint levers, whereasthe other end is mounted on a stationary bearing. This stationarybearing can also be the bearing of the rotary catch.

Additional measures and advantages of the invention can be derived fromthe subclaims, from the following description, and from the drawings.The drawings illustrate the invention in schematic fashion on the basisof an exemplary embodiment:

FIG. 1 a shows a schematic diagram of the opened lock housing, seen fromabove, where the lock parts are in the so-called “pre-latchingposition”, which is present when the door has been brought manually intoan intermediate position, which does not yet represent the final closedposition;

FIG. 1 b shows the same lock and the same position of the lock parts asshown in FIG. 1 a, except that some of the lock parts located at the tophave been removed, namely, the pair of toggle-joint levers;

FIGS. 2 a and 2 b show views similar to those of FIGS. 1 a and 1 b ofthe same lock at the time when the motorized closing assist mechanism inthe lock has been started;

FIGS. 3 a and 3 b show the same lock at the end of the completedclosing-assist process, where the components are now located in an“overstroke” position; and

FIGS. 4 a and 4 b show the lock after the lock parts have arrived in aso-called “main latching position”, which corresponds to the fullyclosed position of the door.

The lock has a lock housing 11 mounted on the door and a locking part 10seated on the door post. In the lock housing 11, a rotary catch 20,which has a receptacle 23 for the locking part 10, is seated on a first,stationary bearing pin 12. When the door is open, the rotary catch is inits open position (not shown) in the lock housing 11, where the openingof the receptacle 23 is aligned with the slot 13 in the housing 11. Therotary catch 20 is spring-loaded in the direction toward its openposition, as illustrated by the arrow 25 in FIG. 1 a, and when in theopen position it rests against end stops (not shown).

The door is first closed manually. As this happens, the locking part 10travels into the receptacle 23, strikes the inner sidepiece, and thusrotates the catch 20 in the direction opposite its spring loading 25until it reaches the “pre-latching position”, characterized by theauxiliary line 20.1 in FIG. 1 b. In this pre-latching position 20.1, apawl 30, which is spring-loaded in the direction of the force arrow 35,thus engages with a first or preliminary notch 21, provided on therotary catch 20. The pawl 30 is supported on a second stationary bearingpin 32 in the lock housing 11, and in this case the locking point 31 ofthe pawl grips the preliminary notch 21 on the catch. As a result, therotary catch 20 is initially secured in its pre-latching position 20.1;the door is in a preliminary closed position.

As can be seen in FIG. 1 a, a pair of levers 40 is installed in the lockhousing 11. These levers are connected to each other by a toggle joint43 and are therefore called the “pair of toggle-joint levers” in thefollowing. One end 41 of the pair of toggle-joint levers 40 is supportedon a third stationary bearing pin 14 in the lock housing 11 and istherefore called the “fixed end” in the following. Although the otherend 42 of the pair of toggle-joint levers 40 is able to move freely inthe lock housing 11, it is guided positively by guide means. These guidemeans consist in the present case of a guide rod 15, one end 16 of whichis hinged to the free end 42 of the pair of toggle-joint levers 40,whereas the other end 17 of the guide rod is held in a stationarybearing. To save space, the bearing 12 of the rotary catch 20 alsoserves as the bearing for the guide rod.

For reasons of clarity, the pair of toggle-joint levers 40 has beenomitted from FIG. 1 b, as previously mentioned. Only the bearing pointfor the guide rod 15 at the free end 42 of the pair of levers remainsvisible. At this bearing point, the driver 33 is also hinged to the freeend 42 of the pair of levers. As can be seen in FIG. 1 b, the driver 33is spring-loaded in the direction of the force arrow 37. Because of thisspring-loading 37, the driver is held against a stationary end surface18 in the lock housing 11 when the catch is in the pre-latching position20.1. This shoulder 34 is designed to cooperate with an opposingshoulder 24 on the rotary catch 20. In the open position 20.1 accordingto FIG. 1 b, a gap 36 is present between the shoulder 34 and theopposing shoulder 24.

This spring-loading 37, which is also illustrated in FIG. 1 a,cooperates with the guide means 15 to ensure that the pair oftoggle-joint levers 40 is held elastically against a control curve 51 ofa motorized cam 50. The associated motor 52 is installed in the area ofthe lock housing 11. The motor acts on a schematically indicated gearbox53, the output of which is a shaft 54. The cam 50 is mountednonrotatably on the shaft.

When the door and the rotary catch 20 have arrived in the. pre-latchingposition 20.1 of FIGS. 1 a and 1 b, the motor 52 is turned on. This canbe done by means of sensors (not shown), which respond when the lockparts arrive in a position which characterizes this pre-latchingposition 20.1. Then the cam 50 is rotated by the motor 52 in thedirection of the arrow 55 of FIG. 1 a, thus leaving its rest positionindicated here by the number 50.1. This rest position 50.1 is present aslong as the rotary catch is in the previously described open positionand remains so until, as described above, the pre-latching position 20.1is reached.

In a manner similar to that shown in FIGS. 1 a and 1 b, FIGS. 2 a and 2b show a special “intermediate position”, which is reached as the cam 50undergoes further rotation 55, illustrated here by the correspondingauxiliary line 50.2. This rotational position 50.2 has an effect on theposition of the pair of toggle-joint levers 40; namely, the toggle joint43 is pushed downward. Because of the positive guidance provided by theguide rod 15, however, as FIG. 2 b shows, the free end 42 of the leverpair is pivoted around the bearing pin 12 by the guide rod 15, as aresult of which the shoulder 34 of the driver 33 comes in contact withthe opposing shoulder 24 of the catch 20. To allow this movement, thepreviously mentioned end surface 18 in the lock housing is provided witha suitable profile.

As the cam 50 undergoes further rotation 55 and thus passes beyond theintermediate position of FIGS. 2 a and 2 b, the rotary catch 20 istherefore carried along by the driver 33; the closing movement of thedoor with respect to the locking part 10 on the door post is thusprovided with a motorized assist. FIGS. 2 a and 2 b show the beginningof this closing assist process, where the rotary catch 20 is still inits pre-latching position 20.1 shown in FIGS. 1 a and 1 b. Thissituation changes as the cam 50 moves to its “maximum” position shown inFIGS. 3 a and 3 b, illustrated there by the auxiliary line 50.3.

In the rest position 50.1 of the cam 50 according to FIG. 1 a, the twolevers of the toggle-joint lever pair 40 form a relatively small angle,indicated by the number 44.1. The toggle-joint lever pair 40 is in the“inflected” position here, as illustrated by the auxiliary lines 40.1 inFIG. 1 a. In the maximum position 50.3 of FIG. 3 a, the two levers ofthe pair 40 enclose a large angle, indicated by the number 44.2. Thetoggle-joint lever pair 40 is now in what amounts essentially to an“extended” position, indicated by the auxiliary lines 40.2 in FIG. 3 a.

In FIG. 3 a, the previously mentioned “closing assist” process hasreached its maximum point. The free end 42 of the pair of toggle-jointlevers 40 has moved onward to the maximum point under the guiding actionof the guide rod 15. As a result, the driver 33 has been carried alongas well, and its shoulder 34 has turned the rotary catch 20 even fartheraround its bearing pin 12. The rotary catch 20 has thus been broughtinto the rotation al position indicated by the auxiliary line 20.2 inFIG. 3 b, which is called the “overstroke” position. The gripped lockingpart 10, as can be seen FIG. 3 b, has moved even deeper into theinterior of the lock housing 11. In its overstroke position 20.2, therotary catch 20 has turned so far that the locking point 31 of the pawl30, under the action of the spring-loading illustrated by the arrow 35,can snap into a second or main notch 22 on the rotary catch 20. The pawl30 can be held in the position in which it is aligned with the mainnotch 22 by rotation stops illustrated schematically at 38. As FIG. 3 bshows, it is possible for a free gap 19 to remain between the lockingpoint 33 and the main notch 22. This situation changes quickly, however,because the motor 52 is still running.

What then happens can be seen in FIGS. 4 a and 4 b. The cam 50 has againreached the position 50.1 of FIG. 1 a. At this point the motor 52 isstopped. This can be accomplished by the use of limit switches, sensors,etc. As a result, the pair of toggle-joint levers 40 again arrives inthe inflected position 40.1, indicated by the small angle 44.1. Now thefree end 42 of the toggle-joint lever pair 40 is located again in itsstarting position of FIG. 1 a, as a result of which the shoulder 34 ofthe driver 33, which is hinged at this free end, also returns to itsoriginal position, seen previously in FIG. 1 b, resting on the endsurface 18 on the housing. The associated opposing shoulder 24 on therotary catch 20 is now a good distance away from the shoulder 34, as canbe seen by the distance marked 26 in FIG. 4 b.

This latter situation can be explained as follows. Because the rotarycatch 20 is spring-loaded 25, when it is released it can rotate back theother way, but only over the distance of the free gap 19, previouslydescribed in FIG. 3 b. As FIG. 4 b shows, the main notch 22 of therotary catch 20 then comes to rest against the locking point 31 of thepawl 30. As a result, during the remaining rotation 55 of the cam 50 inFIG. 4 a, the rotary catch 20 is held in the position illustrated by theauxiliary line 20.3 in FIG. 4 b, which can be referred to as the “mainlatching position”. The locking part 10, which has been pulled into thelock housing 11, now assumes its final position there. The door is inits final, fully closed position, where the elastic seals between thedoor and the door opening in the vehicle are squeezed together. Theinventive effect of the “closing assist” is complete.

The only thing needed to open the door is, as usual, to pull the lockingpoint 31 of the pawl 30 away from the main notch 22 of FIG. 4 b, namely,in the direction opposite the spring-loading 35. This can be done invarious ways, e.g., by the same motor 52, although this possibility isnot shown. The reactivation of the motor 52 can be accomplished byremote control, where again an intermediate stop in a pre-latchingposition 20.1 can be provided. The door can also be opened mechanicallyby the use of an inner or outer door handle, which acts by way of achain of connecting elements (not shown) on the pawl 30. Insofar as themain latching position 20.3 is to be kept locked by means of, forexample, a lock cylinder, provisions for unlocking it will be made inadvance by means of a remote control device or by means of an electricalor mechanical key.

The inventive lock can be used equally effectively in vehicles ofdifferent types. Any modification which might be required can beaccomplished quickly and easily. This can involve, for example,replacing the cam 50 shown in the figures, with a different one with acontrol curve 51 better suited to the specific requirements.Supplementally or alternatively, it would also be possible to providethe pair of toggle-joint levers 40 with different shapes and sizes, andalso to replace the driver 33 and/or the guide rod 15 with elements withdifferent profiles.

The bearing end 17 of the guide rod could also be mounted on a pointwhich moves concomitantly with the rotary catch 20 instead of on thestationary bearing point 12. In place of a guide rod 15, a curved camsurface permanently connected to the housing could also be provided as aguide means, along which the free end 42 of the pair of toggle-jointlevers 40 could slide or roll under positive guidance.

LIST OF REFERENCE NUMBERS

-   10 locking part-   11 lock housing-   12 bearing, first bearing pin in 11 for 20-   13 slot in 11 for 10-   14 bearing, third bearing pin in 11 for 43-   15 guide means, guide rod-   16 first end of guide rod 15 at 42-   17 second end of guide rod 15 at 12-   18 stationary end surface for 33 in 11-   19 free gap between 31 and 22 (FIG. 3 b)-   20 rotary catch-   20.1 pre-latching position of 20 (FIGS. 1 b, 2 b)-   20.2 overstroke latching position of 20 (FIG. 3 b)-   20.3 main latching position of 20 (FIG. 4 b)-   21 preliminary notch of 20-   22 main notch of 20-   23 receptacle in 20 for 10-   24 opposing shoulder on 20 for 34-   25 arrow of the spring-loading of 20-   26 free distance between 34 and 24 (FIG. 4 b)-   30 pawl-   31 locking point of 30-   32 bearing, second bearing pin on 11 for 30-   33 driver-   34 shoulder on 33 for 24-   35 force arrow of the spring-loading of 30-   36 distance between 24 and 34 (FIG. 1 b)-   37 arrow of the spring-loading of 33-   38 rotation stop for 30 (FIG. 3 b)-   40 pair of toggle-joint levers-   40.1 inflected position of 40 (FIGS. 1 a, 4 a)-   40.2 extended position of 40 (FIG. 3 a)-   41 fixed end of 40-   42 free end of 40-   43 toggle-joint area of 40.-   44.1 small angle at 40.1 (FIGS. 1 a, 4 a)-   44.2 large angle at 40.2 (FIG. 3 a)-   50 cam-   50.1 rest position of 50 (FIGS. 1 a, 4 a)-   50.2 intermediate position of 50 (FIG. 2 a)-   50.3 maximum position of 50 (FIG. 3 a)-   51 control curve on outside circumference of 50-   52 motor for 50-   53 gearbox between 52 and 50-   54 output shaft of 53 for 50-   55 arrow of rotational movement of 50

1. Lock for doors or hatches of vehicles, with a permanently supportedrotary catch (20), into which a locking part (10) travels when the dooror hatch is closed, thus pivoting the rotary catch (20) from an initialopen position into a pre-latching position (20.1); where the rotarycatch (20) is spring-loaded (25) in the direction toward its openposition; with a permanently supported, spring-loaded (35) pawl (30),which, when the catch is in the pre-latching position (20.1), engageswith a preliminary notch (21) in the rotary catch (20); with a motorized(52) closing assist mechanism for the door or hatch, comprising agearbox (53) with a cam (50); with control means for turning the motor(52) on and off; where, when the motor is turned on, the movement (55)of the cam (50) moves the rotary catch (20) from the pre-latchingposition (20.1) to the main latching position (20.3), which is securedby the pawl (30), which engages with the main notch (22) of the rotarycatch (20), wherein a pair of toggle-joint levers (40) and aspring-loaded driver (33) are installed between the cam (50) and therotary catch (20); in that the driver (33) is hinged to the free end(42) of the toggle-joint lever pair (40), and the driver (33) is held byspring-loading (37) against a stationary end surface (18), at least whenthe rotary catch (20) is in the pre-latching position (20.1); in thatthe free end (42) of the toggle-joint lever pair (40) is positivelyguided by guide means (15) in the lock housing (11), whereas the other,fixed end (41) of the toggle-joint lever pair (40) is rotatably mountedon a stationary bearing (14); in that the cam (50) has a control curve(51), against which the toggle-joint lever pair (40) is held; and inthat the driver (33) has a shoulder (34), which, when the catch is inthe open position, is a certain distance away (36) from an opposingshoulder (24) provided on the rotary catch (20), whereas, during themotorized (52) closing movement, the toggle-joint lever pair (40)extends (40.2) or inflects (40.1), as a result of which the shoulder(34) of the driver (33) grips the opposing shoulder (24) of the rotarycatch (20) and rotates the rotary catch (20) from its pre-latchingposition (20.1) to the main latching position (20.3).
 2. Lock accordingto claim 1, wherein the toggle-joint lever pair (40) is held in the area(43) of its toggle joint against the cam (50).
 3. Lock according toclaim 1, wherein the guide means consists of a guide rod (15), one end(16) of which is hinged to the free end (42) of the toggle-joint leverpair (40), whereas the other end (17) of the guide rod is mounted on astationary bearing (12).
 4. Lock according to claim 3, wherein thestationary bearing of the guide rod (15) is simultaneously the bearing(12) of the rotary catch (20).
 5. Lock according to claim 1, wherein thehinge point of the guide rod (15) on the toggle-joint lever pair (40) issimultaneously the hinge point for the driver (33).
 6. Lock according toclaim 1, wherein the spring-loading (37) of the driver (33) consists ofa shank spring, which is seated in the area of the hinge point of thedriver (33) on the free end (42) of the toggle-joint lever pair (40). 7.Lock according to claim 1, wherein the cam (50) has a defined controlcurve (51), and in that the cam (50) can be detached from the motorgearbox (53) and replaced by a cam with a control curve (51) of adifferent profile.
 8. Lock according to claim 1, wherein thetoggle-joint lever pair (40) and/or the driver (33) and/or the guidemeans (15) can be detached from the housing (11) and replaced by other,similar components with different proportions and/or different profiles.